Triple valve.



I. H. DUKESMITH.

TRIPLE VALVE.

APPLICATION FILED BBQ. 7, 1907.

Patented June 9,191 L a SHEETS-SHEET 1.

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Patented June 9, 1914.

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TRIPLE VALVE.

APPLICATION FILED DEG. 7, 1907.-

Pamented June 9,1914.

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INVENTOR.

4t L L WITNESSES. $231 UNITED srrn'r ns zn rnnr oFFIoE- FRANK H. DUKESMITH. 0F PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE SMITH AIR BRAKE COMPANY. OF PITTSBURGH. PENNSYLVANIA, A CORPORATION OF WEST VIRGINIA.

TRIPLE VALVE.

Specification of Letters Patent.

.atentetl J line 9, 1914.

To all whom it may concern Be it known that I, FRANK H. DUKE- SMITH, a resident of Pittsburgh, 111 the county of Allegheny and State of Pennsylvania, have invented a new and useful lin- 'provenient in Triple Valves; and I do hereby declare the following to be a full, clear, and exact description thereof.

This invention relates to valves for automatic air brake systems, and which, while differing in construction from standard triple valves, is to all intents and purposes, a triple valve, having all the usual functions of such a valve, namely, for connecting the train pipe to the auxiliary reservoir, the auxiliary reservoir to the brake cylinder and the brake cylinder to the atn'iosphere, as well as possessing other functions, such as providing for the quick re-charging of the auxiliary reservoir when thcdattcr is empty or largely depleted, providing for a slow or restricted re-charging of the auxiliary reservoir in ordinary train service so as to prevent over-charging, providing for retarding the release of the brakes while recharging the auxiliary reservoir, and providing for serially venting the train pipe pressure, both in service and emergency applications in order to secure a quick serial application of the brakes throughout the train.

For the accomplishment of the aforesaid objects, the invention comprises a valve having the construction and arrangement of parts hereinafter described and specifically pointed out in the claims. It will be understood, however, that no limitations are to be imposed upon the terms of the claims, either by the specific valve illustrated or described.

In the accompanying drawings Figure 1 is an end elevation of the valve; Fig. 2 is a central. vertical section showing the valve mechanism in normal or running position; Fig. 3 is a similar view showing the valve mechanism in quick recharging position; Fig. 4- is a similar view showing the valve mechanism in restricted re-charging and retarded release position; Fig. 5 is a similar view showing the valve mechanism in serv ice application position; Fig. 6 is a similar view showing the valve mechanism in emergency application position; Fi 7 is a trans verse section on the line 7-7, Fig. 2; Fig. 8 is a similar section on the line 8-8, Fig. 6;

and Fig. 9 a face view of one of the slide valves.

My triple valve may be made of various forms, that shown in the drawing being constructed to be interchangeable with the staiulard Westii'ighouse or New York Air Brake Companys triple valves and is shown as adapted f0" application to the ordinary freight train equipment.

As shown, the valve comprises a suitable casting ha ving on one side a circular disk 2 whose outer face 3 is adapted to be bolted directly to the auxiliary reservoir, as is the practice in freight train equipment of the WVestinghouse and New York Air Brake companies, said face being provided with a cored-out recess 1 communicating with the auxiliary reservoir and with another coredout recess 5 communicating with the brake cylinder. The iasting is provided with a. cylindrical portion 6 preferably arranged vertically, as shown, and providing a chamber 7 for the valve mechanism. This chamber is closed at top and bottom, by the top cap or head 8 and bottom cap or head. 9. The cylindrical chamber provided with a bushing 10 and by reason of it being open from top to bottom and of cylindrical form can be quickly and cheaply machined, while the heads,being of the full size of the eylindrical chamber, allow the entire val vo mechanism to be easily drawn out for inspection or repair. A train pipe connection 11 is provided on one side fairly close to the lower end of the valve chamber and in cominunication therewith through a series of holes 12 through the bushing 10, a series of small holes being provided rather than one large opening so that there will be no danger of the packing ring of the valve piston catching at this point. 7

In the chamber 7 is the piston 14: having a stem 15 whose upper end projects into a hole 16 in the top head or cap 8 of the easing, while its lower end projects into a similar hole 17 in the bottom head. A spiral spring 18 is placed in the hole 16 in the upper head and acts on the upper end of the piston stein while a similar spring 19 is placed in the opening in the lower head and acts against the lower end of said stem. The piston 14 divides the chamber 7 into an upper and lower compartment, the lower one being in communication with the train pipe connection 11, as described, While the upper one is in communication with the auxiliary reservoir through a port 2O which isso .po-v

sition'ed that it is constantly open, no matter what the position of the valve.

The piston stem carries two slide valves, an upper valve 22 and a lower valve 23, each of said valves being movable with the piston by means of yokes or brackets 24 on the piston stem and embracing the valves, as shown in Fig. 2. Springs 25 are provided in the 'yokes 24, serving to press the valves against the bushing 10 which forms the seat for said valves. The faces of the valves in transverse section are arcs of circles, as shown in Figs. 7 and 8, having a nice fit on the cylindrical valve seats. The valve stem is held against rotation so as to keep the valves on their seats by means of a suitable pin or screw 27 tapped through the casing.

and engaging ribs or grooves 28 on the valve stem.

The wall of the chamber 7 toward the auxlhary reservolr and brake cyllnder re-- the brake cylinder recess 5 and an exhaust port '31 communicating with a transverse port 32 which communicates with the atmosphere. The port 30 can be formed by drilling in from the outer face, as is apparent, while the port 31 is formed by drilling through an opening which is afterward closed by a plug 34, as shown.

bushing and wall are provided with ports 35, '36 and 37 in the central vertical plane and ports 38 and 39 in a plane at one side of the central plane, the port 38 being in the same horizontal plane as the port 37. The'ports35, 36 and 39 communicate with a cored passage 40 which, at its upper end, communicates through a port 41 :with the chamber above the piston when in its normal posi tion, and constitute re-chargingports for the auxiliary reservoir, as hereafter described. The ports 37 and 38 communicate with a passage 43 cored in the casing and extending upwardly at one side of the cored passage 40 and communicating at ie with the brake cylinder recess 5. The ports 35 and 36 are formed by drilling through an opening in the outer wall which is afterward closed by a plug 46, the port 39 is similarly formedthrough an opening closed by a plug 4:7, while the ports 37, 38 and 43 are formed by drilling in through the outer wall, as shown in'Fig. '8,'said openings at their outer ends being closed by suitable screw plugs E3, 49 and 550 respectively, while the vertical part of port 4 3 can, "if necessary,

Below the I piston 14 when in its normal position, the

drilled from the bottom, having the end closed by a plug 51. All of the ports and passages therefore can be very readily formed by ordinary drilling operations.

The upper valve 22 is provided with a hole 53 near its upper end and with the large cavity 54 provided with a tail cavity 55. The lower valve 23 is provided with three holes 56, 57 and 58, the holes 56 and 57 being in the central vertical plane of the valve, while the hole 58 is at one side. A

The valve described has six positions as follows:

1. Quick recharging position. (Shown in Fig. 3.)This is the position assumed by the valve when the train pipe pressure very greatly overbalances auxiliary reservoir pressure, such as when the auxiliary reservoir is empty, or largely so, or upon admitting a high pressure into the train pipe, thus driving the pistonilt upwardly to the limit of its movement, placing the spring 18 under strong compression. In this position ofthe valve the brake cylinder and exhaust ports are closed by the upper valve 22, while the lower valve 23 is moved upwardly until port 56 registers with port 35, port 57' registers with port 36, and port 39 is uncovered. The consequence is that train pipe air rushes through three ports into the cored passage 40, thence through port 41-1 into the upper compartment of the valve chamber and thence to the auxiliary reservoir by way of port 20. The consequence is that the auxiliary reservoir is very quickly replenished. In this position the spring 18 is strongly compressed and said spring is intended to exert a pressure when so compressed of approximately 20 pounds to the square inch, so that as soon as the pressure in the auxiliary reservoir registers within 20 pounds of train pipe pressure, such auxiliary reservoir pressure, together with the spring 18, moves the piston and valves downwardly to the next position, thereby preventing overcharging of the auxiliary reservoir.

2. Restricted recharging and retarded m- Zcasc position. (Shown in Fig. 4:.)This is the position assumed by the valve mechanism under two condition: (1) when starting with an empty reservoir, as in position No. 1, as soon as auxiliary reservoir pressure together with the spring 18 partly overcomes train pipe pressure, and (2) in ordinary train service when releasing the brakes, that is,

in moving from running position when the auxiliary reservoir still contains considercommunication with the port 36 while ports 35 and 39 are blanked, thus allowing 'a relativelysmaller quantity of air to-pass through the cored passage 40 and port 41 to the auxiliary reservoir, giving a slow or restricted re-charging of said reservoir. At the same time the upper valve 22 is in position to bring the tail cavity 55 over the exhaust port 31 so that the brake cylinder is slowly exhausted to the atmosphere. This is of special advantage in descending long grades, as it is possible to recharge the auxiliary reservoirs while slowly letting the brakes ofi, thereby preventing the train getting beyond the control of the engineer. In this re tarded release position the valve practically acts as a retaining valve, thereby giving the engineer full control over, the train. As soon as the brake cylinder has been recharged to the pressure of the train pipe the spring 18 expands fully, thereby bringing the piston to the next or running or normal position, and moving the upper valve to full release position.

.3. Normal manning or full release post'- l'lon. (Shown in Fig. 2.)-This is the position assumed by the valve upon equalization or balancing of train pipe and auxiliary res-- ervoir pressures on opposite faces of the piston 14, as just described. In this position of the valve the brake cylinder port 30 is connected to exhaust port 31 by the large cavity 54 in the upper slide valve, thus giving full release from the brake cylinder. The lower valve 23 is in position covering ports 36, 37, 38 and 39 but uncovering port 35, which serves the function of the ordinary feed groove, permitting air to pass from the train pipe into the cored passage 40 and through port 41 into the upper compartment of the valve chamber and thence through port 20 to the auxiliary reservoir, serving to feed said auxiliary reservoir in the ordinary way.

.l. iSerm'ce application position. (Shown in Fig. 5.)The valve assumes this position upon the ordinary service reductions of train pipe pressure. In this position the upper valve opens communication through its port 53 from the auxiliary reservoir to the brake cylinder port 30, so that auxiliary reservoir pressure flows to the brake cylinder. The piston 14k has moved downwardly to cover ports 35 and 36 and the lower valve covers port 39, so that no air passes from the train pipe to the auxiliary reservoir. The port 57 in the lower valve is in register with port 37 so that train pipe air passes through said ports and through the coredout passage 43 to the brake cylinder, this giving the serial venting of the train pipe on each car in order to secure the quick serial application of the brakes throughout the train. As soon as auxiliary reservoir pressure falls slightly below that of the train pipe pressure, the spring 19 moves the piston and valves upwardly to lap the several ports. By then slightly reducing the pressure in the train pipe this operation can be repeated as frequently as required in order to secure the usual graduated application of the brakes in service applications.

5. Lap 7msition.-lleing the position assumed a t'ter service applications when auxiliary pressure 'talls slightly below train pipe pressure, as just described.

6. Emergency application posit ion. (Shown in Fig. (5.)The valve assumes this position upon the sudden or emergency re duction of train pipe pressure, bringing the piston to the limit of its downward stroke. In this position the upper valve has moved down sufficiently to fully uncover the brake cylimler port 30, so that the auxiliary reservoir is connected directly to the brake cylin der. The lower valve has moved down- \vardly, blanking ports 37 and. 39, while the port 58 of the valve conununicates with port 38, thereby admitting train pipe air through said ports into the vertical passage 43 to the brake cylinder, securing a larger venting of the train pipe than inv service application and for the purpose of securing the quick serial action of the brakes throughout the train. It will be noted that there are no check valves in the connections from the train pipe to the brake cylinder when venting in either service or emergency positions. as in prior triple valves. The valve can be readily changed to vent the train pipe to the atmosphere by removii'ig the plug 51 and placing a plug in the vertical portion of port 43. After service or emergency applications, the brakes are released in the ordinary way by admitting pressure to the train pipe, this driving the piston either to the quick recharging, or retarded recharging, or normal position, depending upon the amount of air still remaining in the auxiliary reservoir and amount of pressure admitted to the train pipe. In ordinary train service on long trains the brakes on the front end will be released in the second, or retarded release, position of the valve. while those on the rear end of the train will be released in the third, or normal, position of the valve.

The valve described has all the functions of an ordinary triple valve, and besides provides for the serial venting of the train pipe, both in service and emergency applications, by venting to the brake cylinder, or to the atmosphere, if desired, and also provides for a quick re-charging of the auxiliary reservoir when necessary or desired, which quick re-charging feature, however, is such that before the auxiliary reservoir is fully charged the valve automatically moves to a restricted re-charging position, thereby preventing over-charging of the auxiliary reservoir. At the same time the release of the brake cylinder is effected through a restrictwhich the valve automatically moves to full release position. This triple valve, therefore, possesses several advantages over ordinary triple valves.

I am aware that triple valves have been provided for the purpose of serially venting the train pipe either to the brake cylinder or to the atmosphere, but I believe I am the first to provide for such venting of the train pipe in either service or emergency applications to either the brake cylinder or to the atmosphere. It is obvious that my valve can vent to the atmosphere instead of the break cylinder if desired, which can be accomplished by merely taking out one or more of the plugs 48, e9, 50 or 51 and plugging up the vertical passage 43. I am also aware that triple valves have been provided With means for quickly re-charging the auxiliary reservoir but I believe I am the first to provide valve mechanism whereby the latter automatically assumes a restricted recharging position when the reservoirs are fairly charged so as to prevent over-charging.

Vhile I prefer the mechanical arrange ment shown in the drawings, it Will be evident that the several functions enumerated can be effected by mechanism differently constructed from that shown and I therefore Wish it understood that the claims are to be judged by their terms and not restricted to the specific mechanism illustrated and described.

Vhat Iclaim is:

1. A triple valve having connections to the train pipe, brake cylinder and auxiliary reservoir, and ports and valve mechanism arranged on a large excess of train pipe pres sure over auxiliary reservoir pressure to open a large communication from the train pipe to the auxiliary reservoir and when said pressures nearly balance to automatically move to provide a more restricted communication from the train pipe to the auxiliary reservoir.

2. A triple valve having connections to the train pipe, to the brake cylinder and to the auxiliary reservoir, and ports and valve mechanism arranged on a moderate excess of train pipe pressure over auxiliary reservoir pressure to open a restricted passage from the-train pipe to the auxiliary reservoir and on a large excess of train pipe pressure over auxiliary reservoir pressure to open a large communication from the train pipe to the auxiliary reservoir. 7

3. A triple valve having connections to the train pipe, brake cylinder and auxiliary reservoir, and ports and valve mechanism arranged on a large excess of train pipe pressure over auxiliary reservoir pressure to open a large communication from the train pipe totthe auxiliary reservoir, and on a moderate excess of train pipe pressure over auxiliary reservoir pressure to provide a more restricted passage fromthe train pipe to the auxiliary reservoir, and on a balancing of auxiliary reservoir and train pipe pressures to provide a normal connection from the train pipe to the auxiliary reservoir.

4. A triple valve having connections to the train pipe, brake cylinder and auxiliary reservoir, and ports and valve mechanism arranged on a large excess of train pipe pressure over auxiliary reservoir pressure to open a large communication from the train pipe to the auxiliary reservoir, and on a moderate excess of train pipe pressure over auxiliary reservoir pressure to provide a more restricted passage from the train pipe to the auxiliary reservoir and also provide a restricted exhaust from the brake cylinder.

5. A triple valve having connections to the train pipe, brake cylinder and auxiliary reservoir, and ports and valve mechanism arranged on an excess of train pipe pressure over auxiliary reservoir pressure to open a passage from the train pipe to the auxiliary reservoir, and on a substantial balancing of said pressures to open a more restricted passage from the train pipe to the auxiliary reservoir and a restricted release from the brake cylinder.

reservoir, and ports and valve mechanismarranged on a large excess of train pipe pressure over auxiliary reservoir pressure to open a large communication from the train pipe to the auxiliary reservoir, on a moderate excess of train pipe pressure over auxiliary reservoir pressure to provide a more restricted opening from the train pipe to the auxiliary reservoir and provide for a restricted exhaust from thebrake cylinder, and upon the balancing of auxiliary and train pipe pressures to automatically move to provide a full release of the brake cylinder and provide a feed passage from the train pipe to the auxiliary reservoir.

7. A triple valve having connections to the train pipe, brake cylinder and auxiliary reservoir, and ports and valve mechanism arranged on a large excess of train pipe pressure over auxiliary reservoir pressure to open a large communication from the train pipe to the auxiliary reservoir, on a moderate excess of train pipe pressure over auxiliary reservoir pressure to provide a more restricted communication from the train pipe to the auxiliary reservoir, and on an excess of auxiliary reservoir pressure over trainpipe pressure to vent the train pipe and connect the auxiliary reservoir to the brake cylinder.

8. A triple valve having two communications between the train pipe and auxiliary reservoir, and valve mechanism arranged to open both of said communications when the auxiliary reservoir is largely empty and to open only one of said connections when the auxiliary reservoir contains a substantial pressure.

9. A triple valve having two connections from the train pipe to the auxiliary reservoir, and valve mechanism arranged to open both of said, connections when train pipe pressure largely exceeds auxiliary reservoir pressure, and to automatically move to close one of said connections when the auxiliary reservoir pressure approaches train pipe pressure.

10. A triple valve having two connections from the train pipe to the auxiliary reservoir and. a connection from the brake cylinder to the atmosphere, and valve mecha nism arranged in one position to open both connections from the train pipe to the auxiliary reservoir and keep the brake cylinder closed, and in another position to open one of the connections from the train pipe to the auxiliary reservoir and provide a restricted release from the brake cylinder.

11. In a triple valve, a movable abutment, a valve actuated thereby and arranged in one position to connect the train pipe to the auxiliary reservoir and in another position to vent the train pipe, and a second valve also actuated by said movable abutment and arranged to control the connection between the auxiliary reservoir and the brake cylinder and between the brake cylinder and the atmosphere.

12. A triple valve comprising a piston and ports, and a single valve connected to the piston and arranged in one position to connect the auxiliary reservoir to the brake cylinder through a restricted opening, in another position to connect the auxiliary reservoir to the brake cylinder through a larger opening, and in a third position to connect the brake cylinder to the atmosphere.

13. In a triple valve, a single slide valve arranged to give both graduated and emergency connection between the auxiliary reservoir and brake cylinder and also having a single cavity arranged to provide a retarded and a full release of the brake cylinder.

14. In a triple valve, a slide valve controlling communication between the train pipe and the auxiliary reservoir and also arranged to vent the train pipe, and a second slide valve controlling communication between the auxiliary reservoir and the brake cylinder and between the brake cylinder and the atmosphere.

15. In a triple valve, a single slide valve arranged in different positions to give a restricted connection from the train pipe to the auxiliary reservoir, a large connection from the train pipe to the auxiliary reservoir, and a restricted and an enlarged vent from the train pipe.

16. In a triple valve, a slide valve arranged in different positions to provide communication between the train pipe and auxiliary reservoir and from the train pipe to the brake cylinder, and a second slide valve controlling communication between the auxiliary reservoir and the brake cylinder and between the brake cylinder and the atmosphere.

17. A triple valve comprising a piston and two independent valves connected thereto, one controlling communication from the auxiliary reservoir to the brake cylinder and from the brake cylinder to the atmosphere, and the other controlling communication from the train pipe to the auxiliary reservoir.

1.8. In a triple valve, a piston and two independent valves connected thereto, one controlling communication from the auxiliary reservoir to the brake cylinder and from the brake cylinder to the atmosphere, and the other controlling communication from the train pipe to the auxiliary reservoir, and controlling vent ports from the train pipe.

19. A triple valve comprising a cylindrical chamber, heads closing the ends of said chamber, train pipe, auxiliar reservoir, brake cylinder and exhaust ports through the side walls of said chamber, valves in the chamber controlling said ports, and a piston in said chamber connected to said valves.

20. A triple valve comprising a cylindrical chamber, ports through the side walls of said chamber, valves in the chamber controlling said ports, a piston and piston stem in said chamber connected to said valves, and heads closing the ends of said cylindrical chamber and removably secured in position, whereby upon the removal of a head the piston and valves can be removed.

In testimony whereof, I the said FRANK ll. Duluisnrrn have hereunto set my hand.

FRANK ll. DUKESMITH.

Witnesses ROBERT C. 'lo'rrnn, J. R. Knnnnn.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents Wash1ngton, D. 0. 

